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Sid

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  1. I'm glad to hear it's just the Minister now! Hopefully ridership will recover fast enough for October. I meant the trains that will (afaict) deadhead from Union to run the first trips from Aurora (9:57) and Mount Joy (9:12), where there seems to be lots of room to run them as revenue trips with all stops. Though since you say the schedule was cut back from GO's original plans, maybe there would have been some conflicts if it hadn't been?
  2. If I'm reading the schedules correctly, it's even more generous, with 35 minutes at either end during half-hourly service, growing to 65 minutes at Oshawa when it's hourly. Another interesting quirk is how one of the evening West Harbour trains turns back east and runs in the same slot it would if it stayed at Aldershot! There's also a good number of trains silently cancelled, many being counter-peak ones that can't run because of more frequent peak direction service, but some seem to be reverting from revenue to equipment trips for no apparent reason (the first outbound Barrie and Stouffville trips). The Aldershot to Long Branch express is also gone -- without any intermediate stops at say Oakville or Port Credit it couldn't have been very useful. Also three Kitchener trains have the Etobicoke North stop removed, I'm not sure why.
  3. Are the Eglinton changes not happening after all? That'd be sad. 2005 to 2011 iirc. 202 was just the old name for the 103 -- the renumbering happened as Brampton introduced Zum on Main, and MT wanted something shiny to show for the occasion.
  4. Does the GO protocol work both ways? I've only heard of GO passengers being allowed on the TTC.
  5. Installed the app and sniffed packets to find where it gets the data. :‬| And yes there's a delay of about a minute compared to what you'd see in the app, since the server checks the feed every 40 seconds at most and the page gets it from there twice a minute.
  6. Curiosity got the better of me and I ended up doing a quick map of the data Transit is using.
  7. The 35 also has a few scheduled bunches since the April 11 signup. It seems that their algorithm for updating runtimes works differently on trippers and interlined trips, always keeping one of the terminal times fixed instead of allowing both to change like on normal runs.
  8. I fiddled with the route map to show express stops as well as different line widths for frequent and infrequent routes like on the TTC map.
  9. This might get interesting in a while: http://www.mississauga.ca/portal/miway/miwayfive First major review of the system since 2005 and it's supposed to include public consultation.
  10. These improvements, if the schedule won't be much different than the one in the EA, would actually make two-way peak service a lot harder to run. The current schedule, after the Guelph and Acton sidings are reactivated, would have room for trips from Toronto around 6:10 and Kitchener around 17:40, while the EA schedule wouldn't have any time left for an afternoon peak Kitchener departure.
  11. The Google schedule data is up. A few observations. The Dundas redesign was done in an interesting way. In the midday, there is a net increase in service with the new 101, but during the peak there's less trips scheduled (by around 5%) with more local than express trips, while currently the express routes combined are more frequent than the 1. An exception here is westbound in the AM peak where the 20 minute gaps in the express service have been filled. Despite the 201 being converted to blue buses, the 108 is still mostly orange, with only 9 of 22 runs done with blue buses. The late night frequency cut on Dundas is practically nonexistent, affecting only the last two headways of the day, however there are a couple of 17-18 minute headways at the shoulders of the midday period. The 52 and 55 loops are scheduled with one bus each and timed for transfers to the 51 and 5. The 51 gains two trips in the AM and four trips in the PM, while the 5 loses one trip in the AM and two in the PM. Off peak service sees no changes, apart from a slightly later end of service on the 51.
  12. The service change text is also up. It's quite sneaky regarding the service reduction on the 1, especially considering the 50% cut for late night service.
  13. Two way service with the post-GTS track layout should be perfectly doable, with the compromise that only peak-direction trains would stop at Etobicoke North, so that the other direction can use the same track as the UPX. It looks like 30 minute service would be possible without any meets at Brampton or west of Mount Pleasant, which would keep one track free for CN at all times. The "GO" track from Malton south, with most GO service using the UPX tracks, could also support two-way express service to Kitchener.
  14. Is Georgetown now storing four trains overnight? GO Tracker data seems to point that way.
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